Railway-traffic-controlling apparatus



Feb. 17, 1931. L. v. LEwl RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Nov. 16, 1929 A g Ll] mm QM mum. L \W g A wm m v A Q 7 A b TN AW v ES Sw x mm Q. 6 M, ASQ m N AW, 0 1% \R aw mm Q w m N Q N .Q M 3 w m m ru lu w\ Q NN bk} Q IFNIAN L HNN J-IF v QN Q N Q Q H HUHQN 9% W w L AN Aw Q J 6 TE T Patented Feb. 17, 1931' uni'r srArs ;mm A rFicE LLOYD v. LEWIS, or nncnwocn B-ORGUGH,- rn-NNsYLvANIA, AssIeNoR Torrie uNIoN SWITCH 8c SEGNAL COMPRNY, OF S'WISSVALE, PENNSYLVANIA, A CQB-PGRATION OF PENNSYLVANIA AIL-warnaArFic-coNrRcLLINe ArrAleArus Application filed November 16, 1929.. Serial No. 407,633.

My invention relates to railway traliic controlling apparatus, and particularly to apparatus. of the type involving brake applying means on a train controlled by suitable devices in the trackway, together with means lnider the control of the engineer for pern'zitting the train to passfa trackway device which is in the stopping position. I One fea ture of my invention is the provision, in ap} paratus oi the type referred to, of means for controlling the tracliway devices from the train, whereby it is possible to distinguish between traclrway devices associated with automatic signals, and trackway devices associated with interlocking signals. In this man'- ner I am enabled to permit the train to pass automatic signals without requiring the train to come to a stop, whereas the train cannot pass interlocking signals without first coming to a full stop.

I will describe one form of apparatus em bodying my invention, and 'willthen point out the novel features thereof in claims.

In the acco npanying drawing, Fig. 1 is a diagrammatic view showing one form of trackway apparatus embodying my invention. Fig. 2 is a diagrammatic viewshowing one form ottrain-carried apparatus suitable for vco-operation with the trackway apparatus shown in Fig. land also embodying my invention.

Similar reference characters refer to similar parts in each of the views.

Referring first to Fig. 1, the reference characters 1 and l designate the track rails of a stretchpot railway track along which traffic normally moves in the direction indicated by the row. These rails are divided by insulated jointsQ into a plurality of sections, of which only onesection, CD,qis shown in the drawing. Located at the point D is an automatic signal S and located at the point Gis an interlocking signal S com prising a main arm 4 and acalling-on' arm 5. Associated with each signal is-a trackway tripA, and located in the rear oi each trip A is I a magnetizable core G provided with a winding 17. Each trip A 'is capable otassuming an active positiomwhich is the position wherein it is shown in the drawing, and

an'inactive position which it assumes when its operating mechanism becomes energized.

Each tra'ckway'tri'p A is intended to cooperate with a train-carried tripping member J, shown in Fig. 2, which tripping mem her .is connected with the brake pipe of the train. braking system. .Vv'hen the trackway trip A is in its active position, it Wlll actuatethe tripping member J to cause an auto- 'matic application of the brakes, but when the trip A is in. its inactive position it will have no effect on the operating member J.

Each trackway core G is intended to cooperate with a similar train-carried core V controlled in the customary manner by a front contact 9 of a track relay T and also by other apparatus to theright of point D,

which apparatus forms no part of the present invention, and is omitted from the drawing for the purpose of simplification. The trackway trip isprovided with the usual auxiliary circuit including back point of contact 8 of track relay T This trip is provided with a second auxiliary circuit which includes a front contact 16 of an auxiliary relayF having two windings 13 and 14. Relay F is normally de-energized, but becomes energized at times by current induced in the winding 17 0f the trackway core G from a source of alternating current supplied -from the train. When the home relay H is open, winding 17 is connected with the input tei-- minalsof a rectifier 6, the output terminals 01 which are connected withthe'pick-up'winding 18 of relay F It follows that under this condition, it alternating currentis induced in winding 17, the pick-up windin 18 will become energized to close relayF stick circuit will then become closed, which circuit passes from terminal B, through the front point of contact 8 of track relay T back point of contact 12 of relay H, front contact 15 of relay F and the holding winding 1a of this relay to terminal of the same source of current. It follows that relay F will then remain closed until track relay T becomes (lo-energized. lVhilc relay F is closed, the second auxiliary circuit for the trip A is closed, so that this trip will occupy its inactive position.

When home relay H is closed, contact 11 of this relay connects winding 17 with a source of alternating current the terminals of which are designated X and Y, and this current is used to control apparatus on the train as hereinafter explained.

Referring now to the apparatus located at point C, the signal S is controlled by a manually operable circuit controller 7 which will usually be operated by one of a number of levers in an interlocking machine. Section CD is provided with the usual track circuit, comprising a track battery 3 and a track relay T. A home relay H is controlled by a front contact 9 of track relay T and by other apparatus to the right of point C, such, for example, as the front contact 8 of the track relay T in advance, as shown. Assuming that circuit controller 7 is closed, then it home relay H is closed, the top arm 4 of signal S will be moved to the proceed position by virtue of a circuit which includes the front point of contact'18 of relay H If relay H is open, however, arm 4: will remain in the stop position, and the calling-on arm will be cleared by virtue of a circuit which includes the back point of contact 18 of relay H The circuits for the control of the trackway trip 1 C are the same as those for the control of the trackway trip A The circuit for winding 17 of the trackway device G however, is controlled in part by a normally deenergized relay E. This relay is provided with a pick-up circuit whichpasses from terminal B, through circuit controller 7, back point of contact/18 of relay H a normally open push button P, and the winding of relay E to terminal 0. Relay E is provided with a stick circuit which is the same as the pick-up circuit, except that it excludes'the push button P and includes a front contact 19 of the relay itself. Push button P is'located in t1 e trackway and is to be operated by the engineer. thereby requiring that the train come to a' full stop When thesignal at is at stop, even through the calling-on arm 5 of signal S is cleared. hen relay H is de-energized, the. circuit for winding 17 of the trackway device'Gr passes through the back point of contact of relay'H and front contact 20 of relay E to the rectifier 6. The output terminalsjof rectifier 6 arecon} nected 'toft'he pick-up" winding 13 "of relay F and the stick winding 14 of this relay is provided with a circuit which includes front contact 21 of relay E and front contact 15 of relay F Referring now to Fig. 2, the reference character 4-0 designates a train wire which runs throughout the length of the train, it being understood that the apparatus shown in this view is intended for use on electric trains of the multiple unit type, that is, the type in which each car is a motor car. Each car is provided with a wire 37, the two ends of which are provided with terminals 42 adapted to receive a master controller plug 41. whereby either end of the wire may be connected with terminal 13 of a suitable source of current. Each car is also provided with a wire 38, which terminates at each end in a normally open acknowledging switch lV, whereby either end of the wire 38 may be connected with a wire 39 extending throughout the length of the car. Each car is also provided with a master relay M, an acknowledging relay 'Q, and a stick relay R having a pick-up winding 29 and a holding winding 30. Each car is, likewise, provided with a speed responsive device L, comprising a contact 22 which is closed or open according as the speed of the car is below or above a given value, such as 10 miles per hour. Each car is also provided with a magnet valve K, which is connected with a brake pipe and which operates to vent the brake pipe to atmosphere when the magnet is de-energized. Also located on each car is a source of alternating current U, which is here illustrated diagrannnatically as comprising a direct current motor 34: connected with an alternating current generator 35. It is understood, however, that this motor generator type of apparatus may be replaced by a vibration generator, such, for example, as the generator shown and described in application for Letters Patent of the United States, Serial No. 396,818, filed by R. A. McCann on October 2, 1929.

The master relay M is normally energized on the head car of the train only by a circuit which includes master controller plug 41, and which circuit will be obvious from the drawing. Plug a1 is provided with other contacts, not shown, so that when-it is inserted in its receptacle by the motorman it closesfcircuits whereby he is enabled to control-the motive power of the car, said plug being removed and retained by the motor-man at the end of his run. Relay Q is normally tie-energized, but may be energized by the closing of either at:- knowledging switch \V. Relay B may be energized at times by current induced in the winding 27 of the train-carried core V, from a source oialternating current in the track'- way. hen relay Q is tie-energized, winding 27 is connected over backcontact with the input terminals ofa rectifier 28', the output terminalsot which are connected'with the pick-up winding 290i relay-R. Relay. R, .whenipicked up, is heldenergized by-a circuit which includes its stick WindingJSO, this. circuitheing from terminal B, through contact'23 or" relay M, wire .39, back point of contact 2 3 of relay Q, frontcontact 31 of relay R, and winding 30 01" this relay to termi nal O. As long as relay R is energized, brake valve magnet l; will he energized'by a circuit which passes from terminal B, through front-contact 24 of relay-"M, front contact" 32 of relay R, train wire 4:0, and magnet K to terminal 0. Thiscircuit is provided with a branch around contact 32 of relay R, which branch includes contact22 operated by the speed responsive device L. It follows'that when relay :R is deenergized, the brakeyalve magnet K will become de-energized to cause a brake application if the speed of the train exceeds 10 miles per hour.

'lVhen relay Q. is energized by the closing of switch W, current will flow from terminal B. through front Contact 23 of relay M, wire 39. switch W, wire 38,, and winding of relay Q, to terminal 0. When relayQ, is energized, its backcontacts 25 and 26 are opened so that relay R will release. When this occurs, motor 34- becomes energized by virtue of a circut which passes from terminal B, through contact 236i? relay l /Lwire 39, front point of contact 26 otrelay Q, and motor 34 to terminal O. The motor then operates to drive the generator the terminals'of which are connected with the primary er a transformer 36. he secondary oi transformer 36 is then connected with winding 27, through back contact 33 of relay B, and the front pointof contact 25 of relay Q. I

The operation of the entire system, 1s as followszl will assume that the partsof tie train-carried apparatus are in the positions inwhich they are shown in the. drawing, and that the train approaches signal S with the gnal in the proceed position. Relay H s, of course, energized, so that the trackway trip A is in its inactive position, with the result that the train-carried apparatus. will not be aifected in any way.

I will now assume that the train approaches the point D while signal S is in the stop position, that is, while relay H is de-energized. Just prior to the time that the train-carried core V registers with the trackway core G the motorman or engineer will close one of the acknowledging switches W, thereby energizing relay Q and de-energizing relay B. This will result in the op eration of the motor generator U, whereby alternating current will be supplied to winding 27 on the core V. It will also result in an automatic application of thebrakes it the speed of the train is above 10 miles per hour. When the core V registers with the core G alternating current will be induced in the winding.l7,.'whereupon relay F will become energized. This will cause the second auxiliary circuit for the trip A to become closedat contact 16, so that this trip will be moved to its inactive position, with the result that the train may proceedpast thistrip 7 without. operation of the arm J.

. As soon as the train passes point D, track relay T will open, thereby again de-ener gizing relay F but the" firstauxiliary circuit for the tripjA will be closediatthe back point of contact 8 of track relay T so that this trip arm will remain in its inactive positionfuntil theentire train has passed Reverting to the apparatusfon the train, as soon as the engineer observesthe movement of tripA to the clear position aheadot his train, he releases the acknowledging contact V Relay Q, will again be de-energize h and motor-generator U will be tie-energized. Relay R will remain de-energized, becauseits stick circuit is now opened by own front Contact 31, and so the speedol the train must be kept below 10 miles per hour until the train encounters a signalinthe proceed position. V'Vhen this occurs, the windingl? Or the trackway core associated with such sig nal will be supplied 'with'alternating current by virtue of a circuit which passes from terminal X .throuf 'h front point of contact 10 of relay H, and the winding 1'? to termi-; nal Y. When the train-carried coreV registers with the trackway core G iii'the rear of such signal, alternating current'will be induced in winding 27, and this windin will be supplied to the inputtcrminals of rectitier 28. whereby the pick-up winding 29 of relay B will become energized. The stick circuit for relay R will then be closed, so that the relay will remain in the energized condition, with the result that the speed restriction is removed. j V

I will now assume that the train approaches point C when the calling-on arm 5 is in the clear position. Trackway trip A? will be in the'active position, and can only be moved to the inactive position by the elibrake valve trip ergization of relay F and relay F cannot.

be energized while relay E is open, and so it is necessary for the train tocome to a full stop. The engineer will thenleave the cab and will operate the pushbutton P to close the pickup circuit for relay E, whereupon the stick circuit for this relay .will become closed to keep the relay energized. The train will then proceed, andasthe train-carried core V passes over the trackway core G the engineer will close the acknowledging contact KY, whereupon;alternating current will be induced in winding 17 to energize the'pickup winding of relay F The stick circuit for this relay will then become closed and the trackway trip A will be moved to the ice inactive position, so that the train may pass signal S without incurring an automatic application of the brakes. The speed restriction will be the same as before.

Although I have herein shown and described only one form of apparatus embodying my invention, it is understood that vari ous changes in modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway traffic controlling apparatus comprising a trackway signal, a trackway trip associated with said signal and movable into and out of an active position wherein it co-acts with a train carried trip arm to cause an automatic application of the train brakes, a magnetizable core located in the trackway and provided with a winding, a magnetizable core on the train provided with a winding and arranged to register with said trackway core, a relay and a source of alternating current in the trackway, means for moving said trackway trip to its inactive position when said signal indicates proceed and also when said trackway relay is energized, means for connecting said trackway core winding with said relay or with said alternating current source according as said signal indicates stop or proceed, means for keeping said trackway relay energized when it becomes energized due to induction from the train until the train has passed it, a first and a second normally energized relay and a source of alternating current on the train, the second relay having a pick-up and a holding winding, means for connecting said train core winding with the pick-up winding of said second relay or with said alternating current source according as said first relay is open or closed, a stick circuit for said second relay including the holding winding and a front contact thereof and a back contact of said first relay, and a circuit for said-first relay including a normally open acknowledg ing contact.

2. Railway trafiic controlling apparatus comprising a trackway signal, a trackway trip associated with said signal and movable into and out of an active position wherein it co'-acts with a train carried trip arm to cause anautomatic application of the train brakes, a magnetizable core located in the trackway and provided with a winding, a magnetizable core on the train provided with a winding and arranged to register with said trackwaycore, a relay and a source of alter nating current in the trackway, means for moving said trackway trip to its inactive position when said signal indicates proceed and also when said trackway relay is energized, means for connecting said trackway core windi-ng with said relay or with said alternating current source according as'said signal indicates stop or proceed, means for keeping said trackway relay energized when it becomes energized due to induction from the train until the train has passed it, a first and a second normally energized relay and a source of alternating current on the train,

the second relay having a pickup and a holding winding, means for connecting said train core winding with the pick-up winding of said second relay or with said alternating c1 [1- rent source according as said first relay is open or closed, a stick circuit for said second relay including the holding winding and a front contact thereof and a back contact of said first relay, and a circuit for said first relay including a normally open acknowledging contact, a speed governor on the train including a contact which is closed or open according as the speed of the train is below or above a given value, a brake controlling magnet valve, a circuit for said magnet valve having two branches one of which includes said governor contact and the other of which includes a front contact of said second relay.

3. Railway traffic controlling apparatus comprising a magnetizable core located in the trackway and provided with a winding, a magnetizable core on a train provided with a winding and arranged to register with said trackway core, a source of alternating current and arelay in the trackway, a source of alternating current and a relay on the train; means for at times connecting said trackway winding with said trackway source and said train winding with said train relay whereby the train relay will become energized from the trackway source when the train core passes over the trackway core, and for at other times connecting said trackway winding with said trackway relay and said train winding with said train source, whereby the trackway relay will become energized from the train source when said cores register, a trackway trafiic governing device controlled by said trackway relay, and a train carried trafiic governing device controlled by said train relay.

In testimony whereof I afiix my signature.

LLOYD V. LEWIS. 

